Two-stroke-cycle internal-combustion engine



V. SPUHLER TWOSTROKECYCLE INTERNAL COMBUSTION ENGINE Filed Aug. 50, 192o Patented Apr. 17, 1923.

VICTOR SPUHLER, OF ZUG, SWITZERLAND.

TWO-STEQKE-CYCLE INTERNAL-COMBUSTION ENGINE.

Application filed August 30, 1920. Serial No. 406,990.

To all whom it may concern:

Be it known that I, VICTOR Srnrrnnn, a citizen of the Swiss Confederation, residing at Baarerstrasse No. 63, Zug, Switzerland, have invented a new and useful Two-Stroke- Cycle Internal-Combustion Engine, of which the following is a specification.

The present invention relates to a twostroke-cycle internal combustion engine of the type in which the air to scavenge the cylinder is stored separatedly within a stor age chamber of the cylinder the ports of which being governed by the piston itself in such a manner that the fresh air stored within this storage chamber enters the combastion chamber of the piston first before the gas-air-mixtures arrives there.

One object of the invention is to raise the pressure of the fresh air designed to scav enge the combustion chamber and I attain this object by the provision of a cylinder within the piston having the storage chamber required to store and compress theair.

Further objects and advantages of the in vention will appear in the following description and the novel features thereof will be particularly pointed out in the appended claims. I

The invention isshown in thedrawings in a diagrammatical manner:

Fig. 1 represents a sectional. elevation of the engine with the piston in its top position;

Fig. 2 isa sectional elevation of the engine shown in'Fig. 1 with the piston in its lowest position;

Fig. 3 is a sectional View of the top of the cylinder, as illustrated in Fig. lof the drawings.

In the drawings 1 represents a cylinder in which apiston 3 is arranged and which is connected with a closed crankcase 2. Within the piston 3 and fixed to the crank case 2 there is a cylinder 2 L by means of which the fresh air is to be compressed. In the cylinder 1 a passage 4 is arranged one end of which is in communication with a chamber 25 in the cylinder 24 by means of a channel 27. The other end of the passage 4 forms a port which is controlled by the piston 3. In the cylinder 1 there is an air inlet pipe 8 which is (in the position of the parts shown in Fig. 1) in. communication with a passage 6 in the cylinder 1 by means of a groove 7 arranged on the outer face of the piston 3. From the passage 6 two channels 5 and 16 are branched off, one of them, 16, communieating with a slot 17 in the piston 8 when the latter is in its lowest position (Fig. 2), and the other 5 is connected with the passage 4 by means of branch 9 and a channel 20 in the piston 3 in the lowest position of the piston 3. Channel 17 leads to a nozzle 18 disposed in axialdirection on the piston 3. With the nozzle 18 another channel 19 is in communication which in the position of the piston shown in Fig. 2 is connected by means of the passages 15, 12 and 11 with the chamber 26 by means of passage 28. The passage 12 is arranged in the piston and the passages 11 and 15 in the cylinder. The gaseous mixture is admitted through a pipe 13 which leads to a carbureter 1 1 on the one hand and which is brought in communication with the passage 12 by means ofa passage 12 in the piston when the latter has attained its top position shown in Fig. 1. The cylinder 1 is provided with exhaust ports 21, 22 (Fig. 3) and with a sparking plug 23.

The engine operates as follows:

On the piston 3 reaching the limit of its outward motion the gaseous mixture which has been passed into the cylinder is fired the resulting ex alosion of the char e causin x. i (J D the inward motion of the piston 3. As long as the piston 3 is near the position shown in Fig. 1 fresh air may enter the chamber 29 below the top of piston 3 and above the top of cylinder 24 through the passages 8, 7, 6,

5, 9, 27 and 28. At the same time the gaseous mixture enters through the pipe 13, passage 12, )assages 11 and 28 into the passage 26. The arrangement and the dimensions of the parts is such that the snclringin of air starts first and before the passage for the gaseous mixture is opened. The latter is closed as soon as the passage 26 is filled with gaseous mixture to prevent the mixture to flow-over into the passage The inward motion of the piston 3 compresses the air in the passages 25, 27 and a and the gaseous mixture in the passages 26, 28 and 11, as soon as the piston 3 closes the entrance opening of passage 9 and of pipe 13. On

the piston 33 reaching the limit of its inward motion the compressed air escapes on the one hand through the passages 25, 27, 1, 20, 9, 5, 16, 17 and 18 and on the other hand through the passages 28, 11, 12, 15, 19 and 18 into the explosion chamber of engine. The gaseous mixture which has been previously in the passage 26 has been driven into the explosion chamber by the compressed air escaping from the chamber 29. In the position of the piston shown in Fig. 2 all the passages up to the nozzle 18 are filled with fresh air. If the piston 3'1n0ves upward it closes the passage 15 and the air in this passage 15 is not subjected to pressure when the piston 3 is descending. The air in the passage 15 rests cool and will not become mixed with the gaseous mixture. After firing the charge, the exhaust ports 21, 22 are uncovered and the air from the passage 15 enters first in the combustion chamber and preventsback firing. The vgaseous mixture from. the passage 11 now follows and after this fresh air from the chamber 29.

While I have illustrated and described one practical embodiment of my invention, it is to be understood that the latter is not limited to the form shown but may be embodied in many other forms, and that many modifications may be made in the form illustrated without departing from the spirit of the invention.

Having thus described my invention, I claim as new anddesire to secure by Letters Patent:

1. An internal combustion engine comprising a cylinder open at one end and having exhaust ports, an air inlet and a mixture inlet at points intermediate its ends, and further provided with a bypass, a port leading to said bypass, a second bypass and passages, said passages communicating with the interior of said cylinder at points spaced from its ends, an inner cylinder in the firstnamed cylinder extending to and also open at the open end thereof and having longitudinal passages open at its closed end and respectively communicating with the passages of the first named cylinder, and a hollow cylindrical piston having a closed end arranged for movement between the heads of the said cylinders and a cylindrical wall arranged for movement in the annular space between the said cylinders, said piston having a transverse passage to communicate with the bypass of the first named cylinder at the end of an outstroke, a port leading from said transverse passage to the interior of the first named cyl1nder,-and also having chambers to communicate with said first and further provided with a bypass, a port v,

leading to said bypass, a second bypass and passages, said passage communicating with the interior of said cylinder at points spaced from its ends, an inner cylinder in the first named cylinder extending to and also open at the open end thereof and having longitudinal passages open at its closed end and respectively communicating with the passages ofthe first named cylinder, and a hollow cylindrical piston having a closed end arranged for movement between the heads of the said cylinders, and a cylindrical wall arranged for movement in the annular space between the said cylinders, said piston having a transverse passage to communicate with the bypass of the first named cylinder at the end of an outstroke, a port leading from said transverse passage to the interior of the first named cylinder,'and also having chambers to communicate with said first named bypass and port of the first named cylinder, and a channel to communicate with the second bypass and one of the passages thereof at the end of an instroke, and said piston also having a channel to establish communication between the last named bypass and the last named passage of said first named cylinder at the end of an outstroke, and a crank case into which the open end of the inner cylinder communicates, said inner cylinder having longitudinal slots, a shaft having a crank in the crank case, a piston rod, attached to the wrist of said crank, and a pivot for said rod, carried by the piston and arranged to move in said slots.

In witness whereof I aflix my signature.

VICTOR SPUHLER. 

